Road Test: HONDA S2000

Imagine if Formula One engineers built a sports car. Well, they did, and it's Honda's new S2000. When it needed engineers to take the SSM concept car from show car to sports car, Honda found them in its racing department. The goal was to develop a convertible two-seater with quick acceleration, taut handling, crisp shifting, great braking ability, and looks to kill. After driving the S2000 on the French Riviera and at our test track, we feel it's reached the goal. Honda plans to build 15,000 cars for model year 2000, 5000 of which will be sold in the U.S. beginning next month.

The S2000's shining star is its stiff structure, which uses a "hybrid monocoque body" and "high X-bone frame." Translated, these terms mean a rigid, steel body (except for the aluminum hood) and chassis that give the S2000 the structural rigidity usually seen only in closed-top vehicles`it's one of the most solid drop tops we've driven. Absent is the dash shake of most convertibles. However, stiff isn't how the S2000 rides, due to the double wishbone suspension damped by gas-pressurized shocks. When combined with the setback engine (resulting in 50/50 front/rear weight distribution) and special Bridgestone 16-inch tires, the S2000 offers a comfortable ride and taut road feel.

With the top down, there's minimal wind noise and buffeting, especially with the optional wind blocker in place. The power top is easy to operate, dropping in 9 seconds and raising in 8 seconds. Disappointing are the plastic rear window and the boot, which must be installed manually (it took us 2.5 minutes to put in place). Honda engineers say it would've been difficult to incorporate a glass window and automatic boot (as in the Saab and Volvo), and keep the car's rigidity up and retail price at $30,000. Honda did incorporate a heating/cooling feature that, when activated with the top down, optimizes cabin temperature for the upper and lower body.

Race car engineers built the chassis; however, Honda's motorcycle engineers must have been in on the engine development. The S2000 is powered by a 2.0-liter (hence the "2000" in the name) all-aluminum DOHC four-cylinder engine that uses variable valve timing and produces 240 horsepower at an astounding peak of 8300 rpm. However, it only squeaks out 153 pound-feet of torque at an equally lofty 7500 rpm. The hardest part of driving the S2000 is getting over the paranoia of pushing the engine to the 9000-rpm redline before shifting the six-speed manual transmission.The S2000 did better on the test track and costs less than the cars Honda says are its main competition, the Porsche Boxster and the BMW Z3 2.8, even though it produces less horsepower and torque. The S2000 ran the slalom at 70.3 mph and stopped from 60 mph in a short 110 feet (thanks to 11.8-inch front and 11.1-inch-diameter rear disc brakes). It only took the S2000 5.8 seconds to reach 60 mph, and it did the quarter mile in 14.2 at 98.1. This compares favorably to 6.3 seconds 0-60 and 14.8 seconds at 91.4 mph for the BMW, and 6.0 seconds 0-60 and 14.5 at 94.6 for the Porsche. The S2000 numbers came after launching at 8000 rpm (producing little tire spin) and shifting at 8300. On one run, we launched and shifted at 5500; the 0-60 time rose to more than 11 seconds. Herein lies the car's biggest problem: Most people will never drive in the best rpm range (7000 to 8500), shifting too early. Our advice is to treat the S2000 like you hate it and you'll get the most out of it. We did and loved every minute of it.